Internal-combustion power-hammer.



M, G. WHITE & 0. G. DURYEA.4 INTERNAL COMBUSTION POWER HAMMER. APPLIoATIoN FILED Arn.vao,19o7.

5 sums-SHEET 1. 5257 (i: e x l M.G. WHITE &'0. C. DURYA. INTERNAL GOMBUSTION POWER HAMMER. APPLICATION PILED'APB. 30, 1907.

1,033,503. Patented Julyzs, 1912.

5 sums-SHEET z.'

M. C. WHITE & O. G. DURYEA. Y INTERNAL GOMBUSTION POWER HAMMER. APPLIOATION FILED APB.3o,19o'/.

1,038,503. Patented July 23, 19m

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M. 0L WHITE & o. c. DURYEA. INTERNAL COMBUSTION POWER HAMMER.

I I APPLIOATIN FILED APR-30, 1907. 1 ',03 3,508.

Patentd July 23, 1912.

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M. G. WHITE & 0. C. DURYEA.

INTERNAL OOMBUSTION POWER HAMMER.

y APPLICATION FILED APR.30 ,1907.

1,033,503- I -Patentea July 23,1912."

5 SHEETS-SHEET 5.

"Film1 V en UNITED sTATEs PATENT oEEicE.

MORRIS C. WHITE AND DTI-IO CFDURYEA, F LOS ANGELES, CALIFORNIA.

INTERNAL-COMBUSTION POWER-EAMMER.

Specification of Letters Patent.

Patented July 23, 1912.

Application filed April 30, 1907. Serial No. 371,190.

'To all whom 'it may concern.'

Be it known that we, MORRIS C. WHITE and O'rHo C. DURYEA, both citizens of the United States, residing at Los Angeles, in/

; any desired rapidity, the hammer being under the control of the operator to the same extent as is now possible with what is known as a steam-hammer.

Other objects relate to simplicity of construction, and economy of manufacture, installation and operation.

It is of the objects of this -invention to provide effective and satisfactory means for reti-acting the hammer to resting position after each blow; to provide effective means for retaining the piston in such resting position and until a charge of fuel is compressed to. such pressure as may be desired in the explosionchamber prior to ignition, and for automatically releasing said piston to effect a blow; and to provide adjustable means for automatically releasing said piston only after a determined pressure has been exerted in the explosion chamber.

The invention may be embodied in a self contained unit. in which the` ent-ire operations of the working parts will be performed by power derived from internal combustion within such unit; er certain parts may be driven by power from an extraneous source as from an electric motor, a gas or steam engine or the like. Such latter arrange ment may be desirable in large plants where a plurality of hammers are to be used.

An advantage to be gained by means of this invention in plants already provided with steam power or in which steam or other power is required for other' operaltions, is the economy of producing the blow by power generated only at the instant of use and thereby avoiding the inconvenience and the loss by radiation and otherwise always accompanying the use vof steam in steam hammers. Furthermore,by the use of internal combustion for effecting the blow the necessity yof large boiler 'capacity is avoided.

.Various object-s and advantages` in addit tion to those enumerated may appear from the subjoined detailed description.

.rlhe impulses of the hammer may'` be given from explosions of any formof combustible fluid, as gas, hydrocarbon va-l,

porgufand the like. In the accompanying drawings the invention will be illustrated as applied in a hammer adapted to use. liquid fuel, but it is to be understood ythat the invention is not limited to the construca.

tion shown, and that various changes may be made within the skill of the constructor to adapt the machine to various situations and to the use of various kinds of fuel, with'out departing from the spirit of the invention. p

The accompanying drawings illustrate the invention.

Figure l is a side elevation of a power hammer embodying this invention installed ready for use. Fig. 2 -is an elevation, partly in section, illustrating the internal construction of the hammer shown in Fig. l. Fig.

8 is a plan of the compressor and hammer cylinders, the heads being removed. The cylinders and casing walls are broken to show the lower prtof'the air passage to the air cushion chamber. |The transfer passages between the compressor chamber and the explosion chamber are indicated in dotted lines. Fig. 4 is a vertical section on line fc4, Fig. 3, showing the transfer valve between the compressor and the explosion chambers. Fig. 5 is a view showing a ham.-

mer designed for use where it is desired to connect a number of hammers lnone plant with a single extraneous source of power, as p by a line shaft, not shown, driven by an electric motor or other4 form of engine. Fig. G is a sectional detail of the automatic cushion regulating valve for maintaining appropriate air pressure to' retract the hammer. Fig. 7 is a broken perspective detail of the mechanism for operating the intake valve for the compressor chamber, and the igniter and exhaust valve for the explosion chamber.v A fragment of the valve operating mechanism for the prime mover of the hammer shown in Figs. l and 2 is also shown, a partbeing broken and displaced from normal position to contract the View. Fig. 8 is a plan view ofthe operating cam shown in Fig. 't'. Fig. 9'is an end view of is a 'fragmental sectional detail of the ham mer holding and tripping device for resov taining the hammer in resting position until ,a determined pressure 1s exerted upon the piston: Fig. 13 is a sectional detail of a' valve for relieving the pressure of air in the air cushion for retract-ing the piston.

The invention comprises the combination of a hammenhead, a directfacting internal combustion engine for operating the same, a supplemental compressor and a carbureter for supplying explosive charges to the hammer explosion chamber, pqwer means for operating the compressor, and manuallycontrolled automatic means operably connected with the compressor to cause operation in proper succession of the means for supplying, igniting, and exhausting the eX plosive charges .and the products of combustion.

Referring to the drawings, 1- is the base or frame, 2 the anvil, 3 the hammer-head, 4 the piston-rod, 5 the piston-head, (Sthe hammer cylinder, T the buil'er springs for stopping the hammer-head and piston at the close of the retraction stroke, and 8 the hammer-guides; all of which parts are usually found in steam-hammers.

S) is the chamber for an air-cushion affording resilient means to retract the piston-head and attached parts after each blow.

vl0 is an explosion chamber communicating through acheck-valvecontrolled pasvsage 11 with the supplemental compressorcylinder 12 in which the ,compressor-pistou head 13 may be operated by any suitable power-means as the crank 14, driven by a prime-moverv of any desirable character, which may be a unit of each hammer,` as the engine 15, or may be a unit, not shown, for a .numberA of hammers, the power being transmitted to the crank-shaft 16 through any suitable means, as by 'connecting-rod 17 shown in Fig. 2, or by pulley 18 shown in Fig. 5, which may be driven by a belt ,from an extraneous motor, not shown.

19 designates a valve-regulated air-passage leading from the compressor-cylinder 12 to the aircushi I1-chamber f) and provided at its inlet-end with a pressure-regulatingnfalve 20, and at its outlet end with a relief-valve 21; the purpose oi this connec -tion being to supply withiinthe air-cushionchamber a determined `pressure for retracting the hammer after each blow, this being accomplished by means oit the adjustable pressuxeregulating valve 20 .shown in detail in Fig. tl, where 12 is a stopper lo seal on a valve-seat 23 and held open by a syn-ing '24. except when closed by pressure in passage 19 .,sutliciently in eX- cess of atmospheric pressure Ato overcome said spring; this being accomplished through the medium of V'a diaphragm 25, having an area considerably largerr than that of the passage through the valve-seat 23, so that when the air pressure between the stopper 22 and the diaphragm 25 issuiiiciently in excess of the atmospheric pressure on the opposite side of said diaphragm to `overcome the spring 24, the diaphragm operates'to hold the stopper seated;

but when the pressure on the inner side of I the diaphragm does not equal the pressure of the spring 24 the stopper will be forced from its seat.

26 is a stop for the stop erfg22, to prevent too much play thereof, an 27' an adjustable screw-threaded bushing screwing through a cage 28 to regulate the tensionv of the spring 24. The cage admits atmospheric pressure to the outside of the diaphragm.

29 is a jam nut to lock the bushing 2T in adjusted position.

l 30 is a check valve to prevent escape of air back into the compressor chamber.

The operation of the regulating valve is' apparent; that is to say, when the pressure in pipe l19 is notsuliicient to overcome the force of the spring 24, said spring will force the stopper 22 from its seat 23, thus allowing air to flow through the valve `from the compressor chamber; thereby again increasing the pressure in passage 19 and the air cushion chamber 9. As soon as the pressure in air passage 19 again becomes sufliciently in excess of atmospheric pressure to overcome the spring, the diaphragm will again operate to close the valve. The relief valve 21 may be opened at any time to relieve the pressure in the air cushion chamber 9, thus to allow the piston 5 to be held down by pressure in the hammer-driving explosion chamber 10.

31 is an igniter of any suitable construction for igniting charges in the explosion chamber 10, and 32 is an exhaust-valve for said explosion chamber. 33 designates a tappet rod for operating said i niter and exhaust in proper succession. he tappet roll is pivotally connected atits upper end with the horizontal lever shown. Said lever is pivoted between its ends and merely. contacts With the stem of the valve 32.

34 designates a earbureter for supplying explosive mixture for operating the hammer. Said carburete'r is supplied with liquid fuel through a pipe 35; an overflow passage 36 being provided to carry awayv any excess of fuel and to maintain a permanent level of the fluid just below lthe opening o the nozzle 37 which is controlled'by a needle valve 38 and opens within a Vaporizing passage 39 sup )liedfwith fuel through the nozzle 37 and with air through openings 40.- The supply of explosive mixture of air and fuel-vapor or gas through thepa-ssage 39 may be regulated by any suitable means,

fas by dampers 41, 42, simultaneously conopens through aport 48 into a .housing 49 that is provided on onel side of the port 48 with the intake-port 50 of the compresso cylinder 12, and on the otherlside of the port 48 with one or more atmospheric ports 51.y

52 'is a valve-stein in the housing 49 carrying at one end the intake-valve 53, and at the other end a charge intermitting valve 54; the latter valve 54 being arranged relative to the intakevalve 53 and the ports 48 and 51 to lclose the atmospheric ports 51 and open the fuel-supply port 48 when the intake-valve 53 is open to a limited extent or fully closed, and to open the atmospheric .ports 51 and close the fuel-supplyport 48 when the intake-port and its valve 53 are Widely.open; the .purpose being to allow' charges of fuel to be drawn into the compressor cylinder 12 at each outstroke ot the compressor-piston While the atmospheric ports are closed, and to allowv free charges of atmospheric air to be drawn into and `forced out of the compressor cylinder at each reciprocation of the compressor piston when the intake-valve 53 is fully open. By this arrangement the moving parts of the compressor may; have a constant speed or be constantly in operation, While the delivery of explosive charges during such operation may e intermitted by simply moving-the valve-stem 52 far enough inward to open the atmospheric ports 51, v

'55 is a light'spring to normally hold Y valves 53 and 54 in position to close tlie intake port 50 and the atmospheric ports 51, and to allow the intake-valve to open responsively to the suction of the compi-essen `piston so as to admit charges of fuel fed through port 48.

A stift' spring 56 is arranged to normally intercept the intermit-tingvalve 54y to prevent the suction of the compressor from operat-ingthe valve 53 sufciently to cause the valve 54 to'. open the atmospheric ports 51;

and said springy is adapted to allow said valves to be moved inward sutliciently to close the port 48 and open the atmospheric ports 51 when suticien't external pressure to effect that result `is applied to the valvestem 52. -57 is an arm operated by a tappet 58 to depress the valve-ste1n for this purpose as will hereinafter be more fully explained.

rotator, as" the shaft 1.6,

59 is a longitudinally and laterally adjustable tappet-operating-bar for synchronizing the supply, ignition and exhaust, the same being provided with -shoulders or steps 60 and 61 to act. upon the antifriction rollersV endwise in one direction into the position shown in Fig. l, both of the tappet-rods 33 and 5S Will'be elevated to depress thevalvestem 52 suliiciently to open the atmospheric ports 51 and close the fuel-port`48, thereby to allow the compressor to run idle, and at v the same time actuate the sparker Without, however, opening the exhaust-valve 32 of the hammer-cylinder 10. Vhen the bar 59 is in this posit-ion, the compressor may run 'continuously Without charging the hammercylinder. Further movement 't the vbar 59, toward the left from the position shown in Fig. 1, will cause the shoulder 61 to raise the rod 33 sufficiently to open the cylindeie' exhaust valve 3,2. On a reverse movement of the bar to the right in Fig. 1, both tappct-rods Will be depressed by gravity and by force of the springs of the exhaust and `supply-valves, thus allowing the exhaustvalve 32 to close and also allowing the in# take-valve 53 to close under action of the i spring 55, While at the same time the valve 54 closes the atmospheric-ports 51, and the intake-valve 53 is unrestrained except by the light -intake-valve-sprlng 55 which allows said valve 53 to open andclose in response to the act-ion of the compressor-piston 13. The endvvise movement of the bar 59 is effected by a continuously-rotating ca1n-device 67 on a shaft 68 journaled to the vframe 1 and driven by a constant speed through gearing 69 and 70, shaft 700 and gears 701, 702. Said cani 67 is provided with a race 71 for a roller 72 which is carriedby the bar 59 and is adapted to engage the race 71 when the bar- 59 is shifted laterally against the pressure of spring 73 mounted on the pin 65. Such lateral shitting of the vbar 59 may beaccomplished by a hand-lever 74, a connecting-rod 75 and a spring-pressed Wedge 76,` the latter being provided-with a Vertical slot- 77 and carried by pin 65 Which extends through said slot. The Wedge 76 is adapted to engage ain oblique tace 78 on the bar 59 so that when kthe Wedge is raised the bar is shifted to bring the rollerl72 intol the race 7l which moves thel end ofthe bar laterally While the shaft G8 makes one rotation. Both ends of the race terminate at the outer end surface 79 of the cam 67 so that in one rotation of the-shaft the roller 72 is drawn into the race and ejected there- 1 tracted, the tappet 58 remaining, meanwhile,

from. I

The cam 67 has a cylindrical track 80, and

also a notch 81, a projecting tooth or lug 82,

vand two segmental tracks 85 and B6-all at one side of the track 80; the tracks 85 and 86 being in effect merely lateral continuations of the track 80, extending between the notch 81 and projection 82. So long as the race-roller is outside the cam' 67 the bar-- shifting-roller 83 will'ride on the cylindrical track 80, being held in engagement there- Ywith by the bar-retracting-spring 84;v -In this position the tappet-rollers 62 and 63 rest on the shoulders 60 and 61, respectively, and in this position the valve 32v remains closed, and the supply-valve-stem 52 is ful-ly depressed, thus fully opening the intakeport 50 and the atmospheric ports 51, and fully closing the fuel-port 48. When the Wedge 7 6 is operated to shift the bar 59", the race-roller 72 enters the race and is acted upon, thereby to shift the bar-operating roller 83 into the path of the notch 81, the track-segments 85, cam-projeetion 82 and. track-segment 86. When the wedge 76 is operated to shift the bar tobring the raceroller 72 int-o the race 71, the race shifts the bar to bring the roller 83 off of the cylindrical track 80 and into the initial end of the notch 81 of the rotating-ca1n, thus allowing the bar 59 to move to the right in Fig. 1,

withdrawing the shoulders 60 and (31 from andthereby causing the igniter-dog to-move upward and operate the sparker, and also litting the tappet 58, thus opening the intake-ports 51 to' atmospheric pressure and closing the fuel-port 48. The roller 88 vis non' in engagement with the cylindrical track segment of the same radius as the cylindrical track 80, and this track is of sutticient length to allow the hammer to descend under the force ot the explosion of the compressed charge, land immediately thereafter the lug or tooth 82 engages the roller 83 and thus shifts the tappet-operating-bar 59 still farther to the leit in Fig. 1, thereby bringing the tappet-roller 62 as well as tappet-roller (S8, onto the tappet-shoulder 61, thereby raising the tappet 33 a turther step and opening the exl1aust-valve and holding it open while the hammer is rein the position thereof, l yst-described. When the lug 82 escapes the 'roller 83, said roller reaches the segmental cylindrical track 86 corresponding to the track 85, and thereupon the bar 59 and the tappets and valves again come to -initial position, being brought thereto by pressure of spring 84. The continued rotation of the cam-device 67 will cause repetition of the operation just described, so long as the wedge 7 6 'is ,held in wedging position, t-he spring 87 yielding to allow the barto shift laterally responsive togthe action of the race upon the roller 72. The parts are so timed with relation to each other that when the wedge76 is raised to cause the roller 72 to enter the race 71, the. roller 83 meets the initial end of the notch 81 to 'bring about closure of the atmosphericports 51 and opening of the port 48 just as the piston 13 starts upon a suction stroke, and the roller 83 leaves the notch 81 at about the time said suction stroke is completed,` When the wedg'e 76 is again'lowered, the spring 73 returns the bar tonormal osi tion, where the race-roller 72 is free om the cam, and the bar-shifting roller 83 runs on the cylindrical track 80, thus leaving the parts in initial position with the ex-, haust closed and the atmospheric valve-ports 51 open, and the fuehport 48 closed.

88 (Fig. 12) is a latch pivoted to the trame 1 beneath the cylinder 6 and provided on one side of its pivot 89 with a recess 90 and bevel point 92 below said recess and a '10Q projecting lug 93 above the saidv recess. Said latch is provided on the opposite side. of the pivot vwith an operating arm 94 provided at the end with an antifriction roller 95. l

96 is a latch-retainer pivoted by a pivot 97 to the frame 1 andprovided with an irregular tace 98 extending into the path of the roller 95 to hold said roller in two positions;

namely, in the active and in the inactive. po-

sitions as hereinafter explained.

99 is a spring to yieldingl hold the latchretainer 96 against the anti fiction roller 95,y said spring beingA adjustable by meansI of a set-screw 100.

101 is a keeper in the form of a vlug or bar connected with the hammer-head 3 to engage the latch 88 as the head reaches the upper limit of its stroke, and adapted to be held by the latch to sustain a considerable pressure.

[t is to be .understood that the hammer, as

is usual with steam-lnmlmers, moves in a vertical pat-h, and it will be seen from referring to Fig. 12, that when the latch is in position for retaining the lug or Vbar 101 the ant-ifriction roller 95 is in a cavity 102 in the latch-retainer 96,-and that the irregular or hump tace 98 of. said latch-retainer is, in that position, nearer the pivot 8 9 than is the l the pressure of the spring 99, and conse? periphery of the roller 95 at the point of its engagement with said retainer; and that in order to release the lug or bar 101 and the hammer-head, it will be necessary for the retainer 96 to be forced backward against quently considerable force will be required to unlatchithe detent 103 of the latch from the bar or lug 101. By means of the 'adjust-- ing-screw 100, the tension of the spring 99 may be adjusted so that the latch will be held in latching position to resist a very heavy pressure upon the head 5 of the ham'- mer-piston; the object beingto -alloW a comparatively high compression, say sixty pounds to the square inch,-inore or less,--

to be given to t-he fuel charge in the explosion-chamber 10 Without unlatching the piston-head, so that said piston-head can be held in that position until the charge has been fully compressed into the chamber and has been tired.

It is to be noted from Fig. 12 that the detent or shouldei' 103 of the latch is'wholly on one side of a vertical line drawn from the axis of the pivot 89, and that theI antifriction roller 95 is on the otherside of said line, so that the luvr 101 has some leverage for the purpose ot moving the roller 95 along the face 98, to a point slightly beyond the apex of said face, permitting the spring 99 to move it farther along to the dotted position thereof shown in Fig. 12, thereby .bringing the detent 103 into the position indicated by the dotted position farthest to the left. formed by the spring 99, which saves wear upon the point of the detent, This allows the hammer to descend under the' force of the explosion, but the roller 95 vWill now be retained in the uppermost dotted position shown-in Fig. 12 until the hammer is` returned by the action of the air-cushion in the chamber below the hammer-piston 5. vWhen thehammer is thus returned, it passes the detent-tooth 108 freely, and strikes the lug 93, which at that time is in the uppermost dotted position thereof shown in Fig. 12, and thus knocks the latch back into the latching position shown in solid lines, whereupon the hammer Will again be held until released by another explosion.

'he cperation of the hammer will be understood from the foregoing; the successive strokes being controlled by the attendant by simply operating the lever 74 and the force of each blow being regulated by y moving the throttle-leverV 17 to admit larger orvsma'ller explosive'charges as may be required for the work in hand.-

W'hat we claim is'- 1. A hammer head, a piston connected therewith, a cylinder for said piston, means to retract the piston in the cylinder, igniting and exhaust means for the cylinder, means Thus the final movementV is per-- ,for intermittently compressing explosive charges into said cylinder, and a pressurereleasable catch to hold the piston against said compressed charge andrelease it under the force of the exploded charge.

2. A hammer head, a pistoniconnected therewith, a cylinder for the piston, igniting Vand exhaust means for the cylinder, a pressure releasable catch for the piston, and" means to compress a fuel charge against the piston.

A power-hammer comprising a cylini der, a p iston in the cylinder, a hammer-head fixed to the piston, igniting and exhaust means for the cylinder, a carburetor, a compressor to force charges into the cylinder, and means for connecting the compressor with the carbureter and with the atmosphere alternately.

4. An internal combustion cylinder, igniting and exhaust means therefor, a piston in the cylinder, a compressor cylinder conneoted with the combustion cylinder, a pist0n therefor, an inlet port for the compressor cylinder, a passage leading to said port and provided with an atmospheric port and f with a fuel port between rthe atmospheric y port and the inlet port, a carbureter coinr municating with the lfuel port, a valve forl the inlet port, a valve common to the atmospheric and fuel ports, and means for simultaneously operating said valves to simultaneously close the atmospheric port vand open the fuel port at one position of the valves, and to simultaneously close the fuel port and open the inletand atmospheric ports at another-#position of the valves.

5.. The combination with an internal combustion cylinder, piston therein and igniter and exhaust valve therefor, of a supplemental compressorcylinder communicating with the combustion cylinder, a compressor Apiston in the compressor cylinder for forcwith the combustion cylinder, a" compressor piston in the compressor cylinder for forcing compressed explosive mixture into the combustion cylinder, an explosive mixture supplier, a passage extending from said siipplier to the compressor cylinder, a chargeintermltting valve interposedv in said passage, and means timed with the compressor piston to first close said exhaust valve and then move the charge-intermitting valve to close said passage- When the compressor piston is approximately at the end of a con pressing stroke.

7. lA cylinder, a piston inthe cylinder,

' an explosion chamber being on one side of the piston and a Huid' cushion chamber on the other side of the piston, a hammer connected With the piston, a compressor for supplying compressedcharges to the eX- plosion chamber, and means for supplying compressed fluid from the compressor to the `cushion chamber. 1

8. A cylinder, a piston in the cylinder, an explosion chamber being on one side of the piston and a fluid cushion chamber on the other side or' the piston, a hammer connected With the piston, a compressor for supplying compressed charges to the eX plosion chamberfa passage connecting the compressor with the cushion chamber, and a 'pressure regulating valve to control the pressure in said cushion chamber.

9. A frame, upright cylinders on said iframe,l a hammer piston in one cylinder, a hammer head connected with theffhammer piston, a valved passage establishing communication between said cylinder and another Cylinder, a piston in said other cylinder, means for supplying fuel to said other cylinder for the rst-nained cylinder, a shaft on said frame, a crank on said shaft, a connecting rod connecting said last-namedpiston With said crank, a piston in a third cylinder, means for supplying explosive charges to said third cylinder, a connecting rod connecting said last-named piston with said crank shaft to drive the same, and' means for causing successive operation oit the first-twomentioned pistons.

10. A frame, a4 hammer-head, a cylinder, a piston in the cylinder connected with the hammer-head, a keeper connected with the hammer head, a latch pivoted to the frame and provided on one side of the pvot with a detent to engage the keeper and on the other side of the pivot with an arm, means to yieldingly retain the arm to hold the de tent in latched and unlatched position said latch being arranged to engage the keeper at the close of the retracting stroke of the piston, and means for compressing and iiring a charge against the piston to impel the hammer, said retaining means being adaptedto release the hammer under the force of the explosion.

11. The combination of a cylinder, a piston therein, a hammer-head connected with the piston, a compressor, an internal com 'bustion engine for operating the compressor,

a carbnreter, and means for alternately7 connecting the compressor with the carbureter and With the atmosphere, said compressor being connected with said cylinder to supply explosive charges thereto.

In testimony whereof, We have hereunto set our hands at Los Angeles, Cal., this 13th and 15th days of April, 19707.

MORRIS C. W 0TH@ C. DUB-iris.

In presenceo- JAMES R. TowNsnND, M. BEULAH TOWNSEND. 

